Rail cross-over



July 19, 193s. F. E. Fv

RAIL CROSS -OVE R 2 Sheets-Sheetl l Filred NOV. 9. 1956 2 Sheets-Shea [mei/Zoff FQMA/K E. FEY,

July 19, 1938. F. E. FEY

RAIL @Ross-OVER Filed Nov. 9, 1956 Patented July 19, 1938 UNITED STATES PATENT OFFICE A2,124,247 RAIL (moss-OVER l Frank E. Fey, Portland, Oreg. Application November 9, 1936, Serial No.v1"09,969

2 Claims.

This invention relates to rail cross-overs, and more particularly those which are interposed in roadways to permit the passage of roadway vef to provide a rail cross-over which eliminatesv the many disadvantages of prior art devices.

Another object is to provide a rail cross-over which is easily constructed, very strong and durable and, at the same time, readily removable to permit the rapid repair and maintenance of the crossing.

The foregoing and. other advantages will become apparent after referring to the accompanying drawings, in which:

Figure 1 is a fragmentary plan.

Figure 2 is a sectional View on the line II-II of Figure 1.

Figure 3 is an enlarged fragmentary detail.

Figure 4 is a sectional elevation taken on line IV-IV of Figure 2.

Figure 5 is a fragmentary top plan.

Referring more particularly to the drawings, the numeral 2 designates the ends of a roadway employing the device of the invention. These ends 2 may be of concrete o r other suitable material and are provided with the usual corner angle irons 3.

. The ties 4 of the railway are disposed substantially below the upper surface of the ends 2 of the roadway, togetherwith the accompanying ballast which is indicated at X. These ties 4` carry suitable tie-plates 5 to accommodate the usual railway rail 'I,l the latter being secured adjacent, and each of these flanges (which lie upon the ller blocks ID) is apertured, as indicated at I4. tures I4 in the bottom flanges of the Z-shaped sections I2 there is disposed a tubular sleeve I5 whose upper end occupies substantially the same plane as that of the upper surfaces of the Z.

Immediately above each of the aper- (Cl. 23S- 8) A shaped sections I2. These tubularr sleeves I5 preferably are welded in position, as shown at Z, and are internally screw-threaded on their upper ends, as at I6.

Referring more particularly to Figure 3 of the drawings, it will be noted that the inside diameter of each of the tubular sleeves I5 is substantially greater than the diameter of the apertures I4 in the Z-shaped sections I2,

A helical spring IT is vertically disposed in each of the tubular sleeves I5 with its bottom resting on the upper surface of the bottom flange of one of the Z-shaped sections I2. An elongated lag-screw I8 is disposed to extend through each of the helical springs Il, apertures I4, filler blocks I and into the adjacent tie 4. These lagscrews I8 are provided on their upper ends with enlarged heads I9 and squared portions 20 which permit of the application of a wrench. After each lag-screw I8 has been positioned, and each of the helical springs Il suitably compressed, the upper ends of the tubular sleeves I are closed by means of externally screw-threaded plugs 2l which are provided on their upper surfaces with squared detents 22 which likewise permit of the application of a wrench. Such a construction and arrangement also permits ready removal and interchangeability of the unit, which unit, for example, may be the structure included between the spaced sections I2.

Between the Z-shaped sections I 2 there are disposed a plurality of inverted T-sections 23 which rest on the ller blocks II] with their upper ends occupying substantially the same plane as that occupied by the upper ends of the tubular sleeves I5 and the upper surfaces of the Z-shaped sections I2. If desired, these inverted T-sections 23 may be connected together, and to the Z-shaped sections I2, by any suitable means, such as a tie bolt 24.

Concrete or other cementitious material' 25 is poured into al1 of the spaces between. the Z- shaped sections I2, tubular sleeves I5 and in-vr verted T-sections 23 to the same level as the plane occupied by the upper surfaces thereof. This provides a smooth, level and rm traction surface for roadway vehicles.

Referring to Figure 4 of the drawings, it'will be noted that the Z-shaped sections I2 and inl verted T-sections 23 rest not only upon the filler blocks Ill, which are mounted on the ties 4, but also upon the ballast X. Thus, these elements are restrained against downward movement.

In operation, as the railway rolling stock moves along the track 1, the ties 4 will be depressed in the manner well known in the art, and the latter will, to some extent, carry downwardly with them the ller blocks I 0. This downward movement, however, will not be transmitted to the Z-shaped section I2 and inverted T-sections 23 because the latter rest upon the ballast X and the downward movement of the lag-screws I 8, which is established by the depression of the ties 4, merely compresses the helical springs I1, whereby the crossing unit of the invention will remain stationary.

In the foregoing manner, it will be seen that the lag-screws I8 serve as dowel pins, permitting the ties 4 and ller blocks I0 to move vertically with respect to the crossing unit while at the same time restraining the horizontal movement of the latter.

While I have shown and described one specific embodiment of my invention, it will be understood that I do not wish to be limited exactly thereto, since various modifications may be made without departing from the scope of my invention, as defined by the following claims.

I claim:

1. A rail crossing comprising at least one rail tie disposed on the road-bed, at least one rail mounted on said rail tie, a crossing unit resting on said rail tiev and said road-bed, and fastening means connecting said crossing unit to said rail te, said fastening means being constructed and arranged to permit the downward movement of said rail tie relative to said crossing unit.

2. A rail crossing comprising at least one rail tie disposed on the road-bed, at least one rail mounted on said rail tie, a crossing unit resting on said rail tie and said road-bed, a fastening element connecting said crossing unit to said rail tie, said fastening element being constructed and arranged to permit the downward movement of said rail tie relative to said crossing unit, and resilient means for opposing the downward movement of said rail tie relative to said crossing unit.

FRANK E. FEY. 

